Selective dump car



H, s. HART Re. 16,374

SELECTIVE DUMP CAR riginal Filed Nov. 22. 1923 2 Sheets-Sheet 1 I (I I I i I a i l i 1 I l 5 i Z f s l 1 i l I 5 c I I I a g r 1 g a v g I 7 I l I 7 l i l I l 6 j 5 I f 4 5 fizz/6075+ WM WW July 6 1926.

H. S. HART v SELECTIVE DUMP CAR 2 Sheets-Sheet 2 o i Filed Nov. 22. 1923 UNITED STATES PATENT OFF-ICE.

HARRY-S. KART, OI CHICAGO, ILLm'OIS, ASSIGNOB TO BODGEB BALLAST CAB COM- IPANY, OI CHICAGO, ILLINOIS, A CORPORATION OF MAINE.

Reiseued Jul 6,1926. I Re. 16,374 a snnnc'rrv'a DUMP cu,

Original Io. 1,522,624, dated January 13, 1925, Serial No. 676,245, filed November 28, 1928. Application for reissue filed April 17, 1926. Serial No. 102,798.

The present invention relates to dump of the rails 9, 9, doors 10, 10 are provided 55 cars, more particularly of the type known which are mounted for swinging movement as ballastcars, and has for its object to proabout the fixed axes 11, 11.- Said doors 10, vide a simple, economical, and eflicient car 10, when in closed position, lie-in substanby means of which ballast may be deposited tially thesame planes as the corresponding either between the rails or outside of the sloping walls 7, 7. Said doors 10, 10, are 60 rails,- or both between the rails and outside operated by means of chains 12, 12 which in the rails without flooding the track. turn are controlled by the shafts 13, 13 die- Further objects will appear as the descripposed longitudinally of the car." tion proceeds. Depositing of lading between the tracks Referring to the drawings- 1 s-controlled by oppositel swinging doors 66 Figure 1 is a transverse sectional view of 14, 14 which are swlnging y mounted about a railway dump car embodying the princi the axes 11, 11. Said doors 14, 14 are conples of the present invention; and v trolled by the chains 15, 15 which-inturn 16 Fi ure ,2 is a similar view showing a are controlled by the rotatable shaft 15'. di'smodi cation. posed longitudinally of the car. 10 In carrying out m invention, I provide As will be noted from an ins ection of a car having the usual underframe compristhe drawing, the swinging edges 0 the doors ing a center sill andcross sills, and'having 14, 14 he adjacent to one another in a plane between the trucks on each side of the cenat a higher level than the plane containing ter sill, a longitudinally extending hopper the ax es ll, 11. The arcs described by the 76 with oppositely swinging inner and outer swlnglng edges of the doors 14, 14 are indoors hinged at the apex of the hopper, said dicated by the numerals 15", 15 which, it doors forming portions of the hopper botwill be noted, are tangent to one another at tom, so that when the outer doors are swung a line lying materially below the normally downwardly, material may be unloaded to closed positions of the doors 14, 14. The 8 the outer side of the rail; when the'inner swinging edges of the doors 14,14 therefore doors are swung downwardly, material may move through a very considerable angle bebe unloaded between the rails; and when fore lading, such as rock ballast, will begin 80 all doors are swun downwardly, material to flow therefrom in any substantial amount,

may be deposited 0th outside and inside The points indicated by the numerals 15, the rails. I 15 may be taken to represent approximately Referring firstto Figure 1 of the drawthe positions of the swinging edges of doors ings, the numeral 1 indicates a railway dump 14, 14 when a substantial flow of ballast will 35 car having the side walls 2, 2. The center occur from said doors. As the doors 14, 14

sill 3, comprising the channels 3', 3', exopen toe greater degree, the lading will pile 00 tends longitudinally of the car and is proup in a greater heap and the size of said vide'd with the cope 4 which includes the heap will be determined approximately by sloping walls 5, 5, and the angle 6 mounted the lines 15 15 which indicate the angle 40 at the apex formed by the walls 5, 5. The of repose of rock ballast, the limits of said walls 5, 5 slope in a downward and outheap being at or near the base of the rails ward direction whereby to shed lading from 9, 9 on the inside of said rails. It will be above the center sill 3. Disposed along the understood, of course, that the angle of reside walls 2, 2 of the car are the sloping 'pose will vary slightly with different kinds walls 7, 7 which slope downwardly an inof lading and with varying degrees of wetwardly. Each of the walls 5, 5 cooperates ness of said lading, but, speaking generally, with a corresponding wall 7 to form rigid the maximum dimensions of a heapof la-(lho per walls, which hopper walls are proing between the tracks will be determined by vi ed with doors which will be more specifithe lines indicating the angle of repose of cally referred to hereinafter. said lading, which lines are tangential to the The car 1 is supported by trucks which arcs 15", '15 and coincide with the inside 105 are indicated diagrammatically by the portions of the rails 9, 9, below the tops of wheels 8, 8, which ride upon the rails 9, 9. said rails. In the figures of the drawing For the purpose of depositing lading outside the lmes representing the angle of repose of certain rock ballast tangent tothe arcs 15", 15 are indicated by numerals 15 15", while 15, 15 indicate lines parallel with the lines 15, 15", said lines 15", 15 corresponding to the full open positions of the doors '14, 14. It will be noted that when the doors 14, 14 are in full open position, that is, the position to which they naturally swing under the effect of gravity, the line representing the angle of repose of the ballast is slightly higher than the line tangential to the arcs 15*, 15", but such difference is so small as to be negligible in practical service.

It will be understood, of course, that there '14 is a slight permissible variation in the base of the triangle re resenting a heap of lading between the trac s. The base of said triangle may be at any level below the tops of the rails so that said base is bounded by the inner surface of the rails below the tops thereof.

In order to make the car shown in Figure 1 absolutely self cleaning, I 'have provided each of the doors 14, 14' with a. portion 15, which, when the corresponding door 14 is in closed osition, forms a closure for the correspon ing sloping wa1l'5, said portions 15', 15, abutting against the underside of said sloping walls 5, 5. Said doors 14, 14 also comprise the arcuate shaped portions 16, 16, said arcuate portions having their axes of curvature su stantially coincident with the axes 11,11. Said arcuateportions 16, 16 are designed to just clear the lower edges of the longitudinally extending center sill 3, whereby said arcuate portions form closures with said center sill 3 throughout a considerable range of movement of the doors 14, 14, which, in practice will be substantially equal to the range of movement of the swinging ed es of doors 14, 14 to the points rgpresented the points 15, 15. Disposed a jacent to t e arcuate portion 16 of each of the doors 14, is the portions 17, said portions 17, 17 providing the swinging edge portions of the doors. The swin ing edge portions 17, 17 are strengthened y means of the Z-bars 18, 18 the doors 14, 14 being strengthened transversely by the angles 19,

' functions Referring now to the advantages and of the structure disclosed in Figure 1, it will be noted that when it is desired to deposit lading outside of the rails 9, 9, such deposit may be conveniently made bhy controlling the swingingdoors 10, 10 t rough operation of the longitudinally extending shafts 13, 13. The closed positions of each of the doors 10, 10 are indicated in ll'lines and the full open ositions of said doors are indicated in bro en lines. The speed of th 9, 9, the degree of opening of the doors 1 0,

10, and the amount of ballast within the factors which determine the dicar 1, are

mum amount of lading may be e car in its travel along the rails +4! 14!,

mensions of the pile of ladin side of the rails 9, 9. The roken lines 20, 20 indicate angles of repose of lading, such as ballast, such lines being tangential to the arcs described by the swinging edges of the doors 10, 10, and by means of the structure illustrated, the depositing of lading may be conveniently controlled so that the angle of repose will be such that the rails will not be flooded as the car moves along said rails.

When it is desired to deposit lading between the rails9, 9 this operation can be accomplished bymanipulation of the doors l4, Thearcuate portions 16, 16 of the doors 14, 14, by reason of their proximity to the lower edge of the center sill 3, prevent the passage of lading until said doors have been opened to a considerable extent, that is, until said doors have been opened to such an extent that said portions 16,16 will clear the lower edges of the center sill 3, which, in practice, will occur approximately when the swinging edges of doors 14, 14 reach the positions in icated by the numerals 15, 15. When the doors 14, 14 have reached this position, theswinging edges of said doors will have moved to such a sloping position that lading will be directed to a region approximately midway of the rails 9, 9. By reason of the described construction a maxideposited between the rails without flooding same. The angle of repose of the lading, such as rock ballast, deposited between the rails is indicated by the lines 15, 15. It will be clear that by reason of the fact that the doors 14, 14 direct lading to a medial region spaced equally from the rails 9, 9 and controlled by one swinging edge of the oors as above described, the danger of flooding said rails is minimized. In service, when the car is bein moved along the track, at which time floo ing of the rails is most dangerous, the illustrated construction insures a maximum of safety in this regard.

Referring now to Figure '2, noted that the sloping walls 5', 5 forming the colpe of the center sill 3 do not extend lateray toany substantial extent beyond said center sill 3. Furthermore, the doors mounted for a swinging movement about the axes 11, 11 take a simpler form than that shown in Figurev 1. According to the construction shown in Figure 2, the doors 14, 14' cooperate with the underside of the center $111 3 to form closures whereby to control the dischar of lading between the rails 9, 9. Said gors 14', 14' are controlled by the chains 15, 15, which in turn are controlled bythe longitudinally extendin shaft 15'. Angles 18, 18 are provided for strengthening the swinging edges of doors and said doors 14, 14 are strengthened laterally by means of the angles 19, 19; e construction of'Tigure 2 will-be"readily-- deposited outit will be may; be de osited without flooding the rails.

this orm shown in Fi re 2, however, when the material is deposited outside the rails, only a small amount will be left upon the doors 14' which may be easily shoveled ofi, while in the form shown in Figure, 1, the

car is fully self-clearing.

It will be noted by reason of applicants I improved. construction the danger of floodsubstantially pers being mounte in the rails in service is minimized.

, ough certain preferred embodiments of the present invention have been described in detail, it will be clear that man modifications will occur to those skille in the art. It is intended in this patent to cover all such modifications falling within the scope of the appended claims.

I claim:

1. A railwa dump car, having a V-shaped hopper on eac side of the center sill, swing.- ing doors mounted for swinging-movement about longitudinally extending axes at' the apexes of the hoppers, said doors bein of such a len h that the arcs described by their swingin edges will be substantially tangential to mes limited by portions of the rails upon which said car is mounted below the tops of said rails, which lines are disposed at the angle of repose of the la-ding for which said car is designed.

2. A car of the class described having abottom comprising a V-shaped lon 'tudinal hopper on each side of the center si 1, downwardly swingin doors mounted in said hop.- pers and exten ing from their hinge points toward the center sill, such doors being of a length suificient to cause their swinging ed es to move in an are which is substantia 1y tangent to the plane of deposited material at the angle of re the baseof which angle is below the tops of the rails.

3. A car of the class described ha a.

lon 'tudinally exten mg a hoppers, said hopd h d bletween ltile center sill an t e car si es ownway: swinging doors hinged at thla apexes of the hoppers bottom comprisin stantiall and extending from the hinging point toward the center sill, said doors being of a length suificient tocause their swinging edges to move in an are substantially tangent to the plane of deposited material at the angle of repose, the base of which angle is below the.top s of the rails.

4. A car of the class described having a bottom com rising a substantially V-shaped longitudina hopper on each side of the center sill, a pair of downwardly swinging doors mounted in each of said hoppers at the apex thereof to discharge the ladmg either to the side of the car or between the rails; said doors being of a length suflicient to cause their swingin edges to move in an are which is substantia ly tangent to the plane of deposited material at the'angle of repose, the base ofwhich angle is below the tops of the rails.

5. A car of the class described having a center sill, a substantially V-shaped ho per on each side of the center sill, and oors mounted for swinging movement about longitudinally extending axes at the apexes of the hoppers, said doors extending from their edges to remain adjacent each other an prevent material flowing between them in any substantial uantity until said edges are substantially in the planes which define the angle of repose of the deposited material resting upon a base below the tops of the 6. A car of the class described, having a center sill, a substantially V-shaped ho per on each side of the center sill, and oors mounted for swinging movement about longliltudinally exten 'ng axes substantially at t e apexes of the hoppers and having their swinging edges, when in closed position, in a plane at -a higher level than t e plane of said axes, said doors extendin from their said axes toward the center sil and being of a length suflicient to cause their swinging edges to remain adjacent each other and prevent inaterial flowing between them in any substantial quantity until said edges are subin the planes which define the angle 0 repose of the deposited material resting upon abase below the tops of the rails. The foregoin cago,'county 0 Cook, and State of Illinois,

HARRY S. HART.

specification signed at Chi- 

